Mechanical vapor fuel injector for engines



Dec. 31, 1946. c. A. TOCE ET AL MECHANICAL VAPOR FUEL INJECTOR FOR ENGINES Filed Feb. 22, 1943 6 Sheets-Sheet 2 C/MRL'ES A. TocE V/c ro/e Jf T005.

INVENTORfi BY (fla r5. w R M ATTnRNEY-S.

Dec. 31, 1946. A. TOCE ETAL 2,413,343

MECHANICAL VAPOR FUEL INJECTOR FOR ENGINES Filed Feb. 22, 1943 6 Sheets-Sheet 3 #4215 ATOCE heron I T005 1945- c. A. TOCE EI'AL ,41

MECHANICAL VAPOR FUEL INJECTOR FOR ENGINES Filed Feb. 22, 1943 6 Sheets-Sheet 4 (mass A.T0cE V/c roe J. TOCE INVENTOR5.

BY (flaw 6.02141- Dec. 31, 1946. c. A. Tool: ETAL v MECHANICAL VAPOR FUEL INJECTOR FOR ENGINES Filed Feb. 22, 1943 6 Sheets$heet 5 .EES Maw TT u m w 0a 5 M 0% m WV w y m l 1 41 E ml- 6 D ATTOR NEYS.

31, 1946. c. A. TocE ETAL 2,413,343

MECHANICAL VAPOR FUEL INJECTOR FOR ENGINES Filed Feb. 22, 1945 6 Sneets-Sheet' 6 5 V Ailll I I i Z0 V mu 6 I VICTOR ITOCE 3 INVENTURS $411L6.QQM1/ ATTOR/WE y 5 UITED STATES PATENT OFFIC MECHANICAL VAPOR FUEL INJECTOR FOR ENGINES Charles A. Toce and Victor J. Toce, Houston, Tex assignors to Federal Aircraft Engine Corporation, Harris County, Tex a corporation oi Texas Application February 22, 1943, Serial No. 476,724

18 Claims.

, enging action thereof and to be compressed for the next combustion. With an engine of this type a great deal of economy can be had because of the fact that no fuel is wasted in event some of the scavenging air discharged from the exhaust port.

The present injector has been developed with a view of atomizing thefuel in a proportioned amount of air so that rather than liquid fuel being injected into the compressed air in the combustion chamber, the present invention contemplates that a rich mix of air and fuel will be in- .iected into the air being compressed in the commustion chamber.

One of the advantages of the present invention is that the fuel and air are already mixed in vaper form at the time the injection to the combustion chamber occurs.

Another advantage of the present invention is that by the injection of the vapor fuel into the combustion chamber the volume of the injection serves to increase the pressure and capacity of the combustion chamber, or, in other words, to

supercharge the combustion chamber after the maximum amount of air has been introduced thereinto by the pre-compression mechanism;

It is one of the objects of the present invention to provide a mechanical compressor unit for internal combustion engines.

Another object of the invention is 'to provide a mechanical vapor fuel injector wherein the fuel and air in a rich mix are introduced into the combustion chamber.

Still another object of the invention is to provide a mechanical vapor fuel injector wherein the inlet of air efiects the opening of the fuel inlet to.

facilitate the mixture of fuel and air.

Still another object of the invention is to provide a compression unit for mechanical vapor fuel injectors wherein a ported liner is provided to admit the fuel and air mix to the compression chamber.

Still another object of the invention is to pro vide a mechanical vapor fuel injector for engines wherein there is a compression unit for each cylinder.

Another object of the invention is to provide a mechanical vapor fuel injector which is powered from the engine in order to provide a mixture of fuel and air for supercharging the engine.

Still another object of the invention is to provide a sleeve liner for mechanical vapor fuel inv Jector units wherein the air and fuel to be compressed are trapped in the compression cylinder for injection into the engine.

Other and further objects of the invention will be readily apparent when the following description is considered in connection with the accompanying drawings wherein: I

Fig. 1 is a transverse vertical sectional view of the vaporizer housing and compressor unit, taken on the line I-i of Fig. 3, as applied to an engine.

unit with the vaporizer housing removed.

Fig. 3 is a top plan view in part section looking down on the compressor unit vaporizer housing and carburetor of Fig. 1.

Fig. 4 is a' section taken onthe line 4-4 of Fig. 1.

Fig. 5 is a broken sectional view of'the air inlet-for the vaporizer housing.

Fig. 6 is a top plan view looking down on a mulso tiple cylinder compressor unit.

Fig. '7 is a section taken on the line 'i-I of Fig. 6.

Fig. 8 is a vertical sectional view taken on the line 8-8 of Fig. 7 to illustrate the mainifold for the compressor units.

Fig. 9 is a section taken on the line9-9 of Fig. 8 to illustrate the arrangement of the multiple cylinders.

Fig. 10 is a vertical section taken on the line l0l0 of Fig. 11 and illustrating a v arrangement of the compressor cylinders.

Fig. 11 is a vertical section taken on the line iiil of Fig. 10 and'illustrating the manifold and cranking arrangement for the compressor units. I

Fig. 12 is a vertical sectional view of a radial arrangement of three compressor cylinders.

Fig. 13 is a vertical sectional view thru the center of the construction of Fig. 12.

Fig. 14 is a sectional line thru' the head of the cylinder as seen along the line of "-44 of Fig. 12.

There are many advantages of fuel injection in the operation of an internal combustion engine over the conventional carburetion system Fig. 2 is an end elevation of the compressor bustion chamber. Such a mix, however, must be accurately controlled and introduced at the proper time so as to super-charge the compressed air in the combustion chamber if efllcient operation is to be had.

It has been found in actual practice that where the fuel is not properly injected, that a two-cycle engine may begin to operate on a four-cycle basis until the proper air-gas ratio is readjusted.

' With two-cycle engines, however, the injection of liquid fuel-results in an incomplete combustion so that it has been found that the fuel must be introduced in vaporous form so as to obtain complete dilution and a perfect 16-1 gas ratio while obtaining a rapid expansion of the mixture in the combustion chamber immediately upon the mixture entering the chamber.

The present arrangement contemplates that a mechanical system of fuel injection direct into the combustion chamber obtains complete expansion of the rich mixture on entering the combustion chamber, the amount'of fuel being used can be more accurately controlled, the speed'of injection can be obtained, which is necessary for the particular engine, and a uniform fuel charge can be injected while tending to super-charge the engine.

In Fig. 1 an engine body 2 has been illustrated and attached to this is a compressor unit 3 which has a base. portion 4 affixed to theengine block. A power shaft 5 extends from the engine and carries a crank 6 for operating the connecting rod 1. This rod in turn actuates a compressor piston 8 which is arranged to reciprocate in the liner 9 disposed in the compressor cylinder in. It seems obvious that rotation of the shaft 5 causes reciprocation of the piston. An outlet ll iscontrolled by a check valve i3 which opens upon the accumulation of a predetermined pressure in the compression chamber i4 in the top of the housing I0.

As the piston 8 moves down a suction will be created in the chamber l4 and a=series of ports in the liner 9 permit the entry of vapor from the manifold Hi. This manifold may be in the form of an annular recess such as H, as best seen in Figs. 3 and 4 and extend all or part way around the liner 9. It seems clear that as the piston moves down and uncovers the ports l5, that a charge of vapor will be drawn into the compression chamber and that on the upstroke of the sage 21, leading from the carburetor 28 which is best seen in Fig. 3. This needle valve controls the inlet passage. which leads to the fuel inlet .30 which it will'be particularly noted, opens into the seat 2| normally covered by the valve 22. seems obvious therefore that the air and the fuel will be admitted simultaneously upon a sufllcient reduction of pressure in the mixing chamber 24, due to the suction of the piston 8. A. suitable chamber 3| is provided in the top of the vaporizer housing to stop the upward movement of the valve 22.

In operation as the piston reciprocates, alternate suction and compression will occur in the mixing chamber 24 so that a charge of fuel and air will alternately be drawn into the mixing chamber intermittently. The rush of air past the seat 2i will tend to take up the fuel from the inlet 30, the turbulence in the mixing chamber 24, the arrangement of the manifold l6 and the ports I5 will all serve to cause a mixing of the fuel and air. It is intended for purposes of'illustration that with a two-cycle internal combustion engine of the type disclosed in our prior patents. that the air-gas ratio will be approximately 51 in the mix which is forced thru the valve I3. In other words, a very rich mixture will be provided. This mixture in turn is forced thru the valve I3 and into the combustion chamber of the internal combustion engine where the air has been previously introduced after having been precompressed by the engine operation.

Particular attention is drawn to this phase of the mechanism because in the first place the air i precompressed and introduced into the combustion chamber of the engine as shown in our previously mentioned patents and is then additionally compressed by the operation of the pispiston, this charge of vapor will be compressed and forced .thru the valve iii.

In order to provide a suitable vapor or mixture for the compressor unit, a vaporizer housing I 20 is shown as connected to the compressor unit.

This vaporizer 20 includes a housing which'carries a valve seat 2i for receiving a valve 22, which valve controls the air inlet 23. This valve i arranged to open. upon the occurrence of a predetermined reduction in pressure in the mixing chamber 24 in the vaporizer unit. A plunger 25 may be provided to open this valve as desired. A view of this construction is also seen in Fig. 5.

In order to control the inlet of fuel an adjustment needle 26 is arranged in the fuel inlet paston so that the maximum compression is obtained by this operation. The vaporized fuel is then introduced into the compression chamber in the same manner as the fuel was inducted in the combustion cylinder of our previous patents. This results in the addition of a rich mixture of vaporized fuel. As an illustration, if the combustion chamber has a capacity of fifty cubic inches and the compression unit has a capacity of five cubic inches, then it can be said that the expansion chamber has been supercharged 10% by the in- Jection of the vaporous fuel. In other words, the combustion chamber has taken all of its charge of air and is then enriched by the introduction of the vaporous-fuel. The fuel and air are first proportioned so as to give an inJection mixture of 5-1 which is in turn proportioned so as to give a 16-1 explosive mixture in the combustion chamber.

It seems obvious that the parts are capable of adjustment and the rate of rotation of the shaft 5 may be such as to provide an injection at the proper time for the engine cylinder.

Figs. 6 to 9 inclusive show the same construction as previously described for a single compression cylinder as applied to a multiple cylinder compression unit where the cylinders are arranged in line. About the onlyv distinction is the mixing manifold 35 seen in top elevation in Fig.

into each of the compression units. so that each cylinder can be adjusted if desired.

Figs. and 11 show the compression unit arranged with a V type of crank case 42 with the compressor housings t3 and 44 arranged thereon in a V configuration. In this arrangement the manifold 45 can be utilized to feed both of the cylinders from the single passage 46 which can be similar to the dual construction of Fig. 6.

A sleeve type of valve 50 has been provided in Fig. 10 and this valve is arranged for reciprocation by a cam SI and a cam follower 52 which may be operated from the crank shaft 5. This sleeve valve is held, in normally open position by a spring 53 arranged against the ported liner 54. The right hand compressor of Fig. 10 shows the liner valve as open so as to admit the vapor on the suction stroke; whereas, the left hand cylinder shows the liner as closing the ports l5 so as to effect a greater compression so as to confine the charge being compressed. The control of the manifold d6 may be had by a valve 56 best seen in Fig. ll.

Figs. 12, 13 and 14 show the same arrangement of structure as illustrated in Figs. 10 and 11 except that the-compressor units are arranged in radial position so that at least three compression units can be operated from a single shaft. These compression units may serve to feed individual or multiple cylinders as the design may require. In this arrangement the inlet manifold til may be arranged as seen in Fig. 13 and controlled by the valve 56.

Broadly the invention contemplates a mechanical vapor fuel injector for engines which. may take different forms, depending upon the type and size of engine to which it is to be connected.

What is claimed is:

stroke of said piston, cushion stop means in said chamber to receive said valve, 'a fuel inlet to. be uncovered upon opening of said inlet valve so as to draw in a charge of fuel and air.

5. An iniector for combustion engines comprising a reciprocating piston, a check valve to close against inlet on the suction stroke of said piston, an inlet valve to open on the suction stroke of said piston, cushion stop means in said chamber to receive said valve, a fuel inlet to be uncovered upon opening of said inlet valve to as to draw in a. charge of fuel and air, said check valve opening in response to compression of the fuel and air mixture by said piston so as to discharge such mix to the combustion chamber of the engine.

6. In combination with a two-cycle internal combustion engine, an injector for inlet, mixing and compression of fuel and air which comprises 1 a, reciprocating piston, a combination air and fuel inlet valve to open upon suction by said piston, said inlet being proportioned to simultaneously admit air and fuel by the opening of said I valve to provide substantially a five to one mix 1. A mechanical vapor fuel injector for twocycle combustion engines which comprises, a vaporizer housing, means for the inlet of fuel and air thereto upon a reduction in pressure therein below a predetermined value, a compressor unit to which said housing is attached, a reciprocating piston in said unit, a check valve in said com-- pression unit to close and cause a suction in the vaporizer housing on the downstroke of said piston and to open and permit exhaust of a compressed mixture of vaporized fuel and air from the unit, and means to set said inlets so that fuel and air will be in a ratio approximating one to five upon the compression stroke of said piston.

2. In a mechanical vapor fuel injector a vaporizer housing, a mixing chamber therein, an air inlet adjacent the base of said housing and leading into said chamber, a 'valve normally closing said inlet, cushion stop means in said chamber to receive said valve, a seat in said housing for said valve, and a. fuel inlet entering at said seat so as to be closed upon closing of said valve.

3. In a mechanical vapor fuel injector a vaporizer housing, a mixing chamber therein, an air inlet adjacent the base of said housing and leading into said chamber, a valve normally closing said inlet, cushion stop means in said chamber to receive said valve, :3. seat in said housing for said valve, 9. fuel inlet entering at said seat so as to be closed upon closing of said valve, and means to alternately apply suction and compression to said chamber to efiect inlet, mixing and compression of the fuel and air.

4. An injector for combustion engines comprising a reciprocating piston, a. check valve to close against the inlet on the suction stroke of said piston, an inlet valve to open on the suction of air and fuel, and a check valve between said piston and the combustion engine so as to inject such mix into the engine. 7

7. In combination with a two-cycle internal combustion engine, an injector for inlet, mixing and compression of fuel and air which comprises a reciprocating piston, a combination air and fuel inlet valve to open upon suction by said piston, said inlet being proportioned to simultaneously admit air and fuel by the opening of said valve to provide substantially a five to one mix of air and fuel, and a. check valve between said piston and the combustion engine so as to inject such mix into the engine, said piston being timed for operation from the engine.

8. In combination with a two-cycle internal combustion engine, an injector for inlet, mixing and compression of fuel and air which comprises a reciprocating piston, a. combination air and fuel inlet valve to open upon suction by said piston, said inlet being proportioned to simultaneously admit air and fuel by the opening of said valve to provide substantially a five to one mix of air and fuel, and a check valve between said piston and the combustion engine so as to inject such mix into the engine, said piston being timed for operation from the engine and the volume of the mix being such that-substantially a ratio of sixteen to one of air gine.

9. In combination with a two-cycle internal combustion engine, an injector for inlet, mixing and compression of fuel and air which comprises a reciprocating piston, a combination air and fuel inlet valve to open upon suction by said piston, said inlet being proportioned'to simultaneously admit air and fuel by the opening of said valve to provide substantially a, five to one mix of air and fuel, and a check valve between said piston and the combustion engine so as to inject such mix into the engine so that the addition of the and fuel occurs in the enbelow a predetermined value, a compressor unit to which said housing is attached, a reciprocating piston in said unit and a check valve to close and cause a suction in the vaporizer housing on the downstroke of said piston and to open and permit exhaust of a compressed mixture of vaporized fuel and air in a ratio approximating one to five upon the compression stroke of said piston, said unit having an internally recessed area therein leading to said housing and a ported liner in said cylinder for entry of the mixture fromthe vaporizer, said unit having a plurality of said pistons, one for each engine cylinderr 12. A vapor fuel character described comprising a housing, a cyl inder therein, a reciprocating piston in said cylinder, a ported liner cylinder upon suction created by said piston, means to simultaneously admit fuel and air to mechanical injector of the d to admit vapor fuel-into the said ports wherein the fuel inlet is uncovered as v the air enters. I I

13. A vapor fuel mechanical injector-of the character described comprising a housing, a cylinder therein, a reciprocating piston in said cylinder, a ported liner to admit vapor fuel into the cylinder upon suction created by said piston, means to simultaneously admit fuel and air to saidrportswherein the fuel inlet is uncovered as the air enters, said housing having a plurality of cylinders therein.

14. A vapor fuel mechanical injector of the character described comprising a housing, a cylinder therein, a reciprocating piston in said cyllinder, a ported liner to admit vapor fuel into the cylinder upon suction created by said piston, means to simultaneously admit fuel and air to said ports wherein the fuel inlet is uncovered as the air enters, said housing having a plurality of cylinders therein arranged in line.

15. A vapor fuel mechanical injector of the character described comprising a housing, a cylinder therein, a reciprocating piston in said cylinder, a ported liner to admit vapor fuel into the cylinder upon suction created by said piston, means to simultaneously admit fuel and air to said ports wherein the fuel inlet is uncovered as the air enters, said housing having a plurality of cylinders therein arranged in V formation.

16. A vapor fuel mechanical injector of the character described comprising a housing, 9. cylinder therein, a reciprocating piston in said cylinder, a ported liner to admit vapor fuel into the cylinder upon suction created by said piston, means to simultaneously admit fuel and air to said ports wherein the fuel inlet is uncovered as the air enters, said housing having a plurality of cylinders therein arranged radially.

CHARLES A. TOCE.

VICTOR. J. TOCE. 

